Brake rigging



H. MA PFLAGER BRAKE RIGGING Original Filerd Deb. 28, 1922 @www Patented Jan. 27, 1925.

UNITED vSTATES PATENT l OFFICE.

HARRY M. PFLAGER, OFF ST. LOUIS, MISSOURI, ASSIGNOR TO COMMONWEALTH STEEL COMPANY, .0F ST. LOUIS, IVIISSOURI, A CORPORATION OF NEW' JERSEY.

BRAKE RIGGING.

original application led December 28, 1922, Serial No. 609,521. Divided and this application filed April To all whom t may concern."

Be it known that 1, HARRY M. Prinsen, a citizen of the United States, residing at St. Louis, Missouri, have invented a certain e new and useful Improvementin Brake Rigging, of which the following 1s a f ull, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference io being had to the accompanying drawings, forming part of this application.

My invention relates to railroad rolling stock and consists in an improved brake rigging arrangement which is especially adapted it for use on cars in which the truck has. movement relative to the car body on which the brake operating mechanism is mounted. Such a car construction is illustrated in my copending Patent No. 1,459,250Lissued June ao 19, 1923 which discloses an articulated car construction in which two car bodies have their adjacent ends mounted upon a single truck.

Figure 1 of the accompanying drawings at indicates such an articulated car construction, being a side elevation oi the ad]acent ends ot' two car bodies mounted upon a single truck and illustrating a preferred ar rangement ot a brake rigging.

Figure 2 is a similar elevation but indicating a modified arrangement of brake rigging. ln Figure 1 the two car body platforms are indicated at 1 and 2, respectively, and cach body mounts a draft rigging 3 includet ing draft yokes 1 and 5, the outer ends ot which are connected to drawbars 6 and 7 which terminate in interengaging portions forming a body center plate 8 adapted to engage and be supported by a truck center Lio plate 9. The adjacent ends of the car bodies illustrated are pivoted to each other and supported by the truck through these drawbars 6 and 7. It will be understood that the draft rigging of each car provides for it limited movement of the respective draw-bar longitudinally of the car body as is provided in the usual car construction to assist in absorbing buliing and pulling stresses.

This assembly of the ear bodies and the 50 truck creates a problem in the application of brake rigging consisting of the usual rigid elements which problem may be solved by the arrangements shown in Figures 1 and 2.

Serial No. 632,722.

In Figure 1 the brake rigging is operated from the riglithand ear 2 which mounts an ordinary cylinder 10, the piston 11 of which is connected to a cylinder lever 12 from which a connecting rod 13 extends to the truck live lever 14 in the ordinary manner. The truck brake rigging includes the usual floating lever 15, connect ions 1G, brake beams 17, brake heads 18 etc., and also includes a tiuck dead lever 19 which is anchored to the drawbar carry iron 31 by means ot a connecting rod 20.

lVith this anchoring ot the dead lever, movement of truck and of the brake rigging mounted on the truck longitudinally of the right hand car (to the extent permitted by the draftgear) will not produce any operative movement of the brake rigging as truck levers 14, and 19 will swing about their upper ends like the connecting elements of a parallel iuler and their lower ends will remain the saine distance apart thereby main taining the brakes in released position. When piston 11 is thrust outwardly, the pull on rod 13 will be transmitted to the brake beams in the usual manner and the brakes will be set as the truck dead lever 19 is anchored against any movement resulting from the travel ot' the cylinder piston.

There may be occasions when it will be desirable to anchor the dead lever to the truck frame or to eliminate its anchoring to the carry iron and the arrangement of the brake rigging shown in Figure 2 provides for suoli occasion by the provision of a compensating means comprising a cylinder connection rod floating lever 21 having one end secured to the truck live lever 22 and having its opposite end connected by a rod 23 to a compensating lever 24 fulcrumed between its ends on the car body at 25 and having its opposite end secured to the truck bolster or frame by a connection 26. The remaining truck brake rigging elements correspond to those shown in Figure 1 but it will be noticed that the truck dead lever 27 is anchored at 28 to a portion of a truck frame 29. 1t will be understood that the car bodies shown in Figure 2 are supported by the single truck through interengaging drawbars (not shown) as detailed in Figure 1.

In this construction the additional. elements 21, 23, 24 and 26 secure the same compeusating result as the anchorage of the dead lever shown in Figure l. For instance, movement of the truck to the left relative te the car body will shiftpoints a and b to the left whereupon levers 2l and 24 will turn about their centers as pivots without alfecting the position of the cylinder lever connectin rod 30.

Various other arrangements of the brake rigging adapted to compensate for movement et' the truck lengthwise of tlie body will suggest themselves to vthose familiar witi brake installations and I contemplate such variations as fall within the scope of my invention as expressed in the appended claims.

.I claim:

1. In a railway car, a body, and a truck A supporting one end of said body and having movement longitudinally thereof,v and a brake rigging for the wheels of said truck cluding a cylinder mounted on` said body,

a truck live lever connected to said cylinder,

and a truck dead lever.

4. In a railway car, a body, a truck movable longitudinally ef the car body, brake rigging for. the wheels of said truck mounted on said truck and body and provided with means to compensate for 'relative movement of said truck and body.

' 5. In a railwa car, a body, a truck mevable longitudina ly of the car body, brake rigging for the wheels of. said truck, including the usual cylinder lever connecting rod and truck dead and live levers a compensating lever ulcrumed between its ends on said body, a Heating lever fulcrumed between its ends on the cylinder lever connecting roda connection between one end of said compensating lever and said truck, a connection between the other end of said compensatinglever and one end of said floating lever, and a connection bet-Ween the other end of said floating lever and the brake live lever.

6. In articulated car construction, two car bodies pivotally connected .at their udjacent ends, a single truck supporting both of said car ends, and brake rigging mounted on said truck and on one of said car bodies and mechanism on one of said bodies for operating said rigging.

7. In articulated car, construction, two car bodies pivotallv connected at their adjacent ends, a single truck supporting both `et' said car ends and movable to a limited extent longitudinally of both cars, and brake rigging comprising an operating cylinder, reds, and levers mounted on one of said cars, brake beams, brake levers and conlnectionsmounted on said truck, said rigging including means compensating for relative movement of said truck and bodies se thatsuch movement will not set the brakes.

8. In a railway car, a body, a truck movlable longitudinally of the car body, brake rigging for the wheels of said truck including the usual cylinder lever connecting rod andtruck dead and live levers, a compensating lever ulcrumed on said body, a floating lever fulcrumed on the cylinder lever connectin rod, a connection between said compensating lever and' said truck, a connection between said compensating lever and said floating lever, and a connection between said loating lever and the brake live lever.

9. In articulated car construction, two car bodies pivotally connected at their ad* jacent ends,` a single truck supporting both of said car ends, brake rigging mounted ou said truck, and mechanism on one of said bodies for operating said rigging.

lO. In combination, a wheeled truck` brakes for said wheels mounted on said truck, a correlated structure bodily movable relatively to said truck, brake operating mechanism mounted on said structure, and rigid elements connecting said mechanism and brakes and arranged to accommodate movement between said truck and structure without affecting said brakes.

In testimony whereof I hereunto ailix my `signature this 12 day of April, 1923.

H. M. PFLAGER. 

